Traction-engine.



No. 725,860. v PATENTED APR. 21, 1903. S. S. MORTON.

TRACTION ENGINE.

APPLIGATION FILED MAY 19, 1902.

4 SHEETS-SHEET A1.

NO MODEL.

Q @JH l .ml HI ww lsv .wlVllil|l `|||l|l|.11 i \Hl1M. .lhlnliIk ufbl... mi .1 v M wm Q.. Q mw ...m vs :Q Q 1 u .T i. llf Wl: l1 Iuhh .n l--- l--- N--- Mjkhuu N -Il ...Sn Mw El .Q mw i Mw. u .m Q .Www Hu,... l \l v m.- m mw n z Q 1| N hl JN N` s. M.-- Q .nw H HHH H No. 725,860. PATENTED APR. 2l, 1903.

S. S. MORTON- TRACTION ENGINE.

APPLIOATION FILED Mn 19. 1902.

'H0 MODEL. 4 SHEETS-SHEET 2..

Tm: wenn; uns co, wovomrwa. wAsmuaYoN. nv

No. 725,860. PATENTED APR. 21,1903 S. S. MORTN. TRACTION ENGINE.

APPLIOATION FILED MAY 19, 1902. No MODEL. f 4 SHEETS-SHEET a4 l." Ffh# .71H5 uw@ 4..., uw?? We w 7 vs. s. MORTON. TRAGTION ENGINR APPLICATION FILED MAY 19, 1902.

PATENTED APR.21, 1903.

4 SHEETS-SHEET 4,

.N0 MODEL.

- UNrTn STATES FFICE.

HATnNr TRACT'loN-ENGINE.

SPECIFICATION forming part of Letters Patent N o. 725,860, dated April 21, 1903.

Application filed May 19, 1902.

To MZ wil/0771, t may. concern:

Be it known that I, SAMUEL S. MoR'roN, a citizen of the United States, residing at York, in the county of York and State of Pennsylvania, have invented certain new and useful Improvements -in Traction-Engines; and I do declare the following to be a full, clear, and exact description of the invent-ion, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention relates to traction-engines.

The object of the invention is to provide a traction-engine with simple, durable, com-l pact, and comparatively inexpensive drivinggear which may be easily and expeditiously shifted to change the speed of the tractioneng-ine or to reverse its direction of movement without changing the speed of the motor or reversing it.

A further object of the invention is to provide a simple novel form of compensating gearing for compensating for the difference in speed between the outer traction-wheel and the inner or pivotal traction-wheel of the engine in making a turn.

Vith these and other objects in View the invention consists of certain novel features of construction, combination, and arrangement of parts, which will be hereinafter more fully described, and particularly pointed out in the appended claims.

Figure 1 is a plan View illustrating in conventional form the frame of the traction-engine and the 4application of my invention thereto. Fig. 2 is a side elevation with the gearing shifted to a position to drive the engine at its lowest rate of speed. Fig. 3 isa transverse vertical sectional view through line moc of Fig. 2, the traction-wheels being omitted. Fig. is a side elevation of a part of the frame of the traction-engine, showing the position of the gearing when shifted to a position to reverse the direction of movement of the engine. Fig. 5 is a vertical sectional View, on an enlarged scale, through the com' pensating gearing. Fig. 6 is a face view of one of the gears of the compensating gearing; and Fig. 7 is a side elevation of va fragment of the machine, showing the manner of mounting the driven shaft on the frame.

In the drawings, 1 denotes the frame of the engine, which may be of any suitable shape Serial No. 108,004. (No model.)

' which maybe of any suitable construction,

shape, and material, but is shown as consisting of the longitudinal I angle-bars 6, which are bolted or otherwise secured to the crosspieces 7 which in turn project between the lateral flanges and side pieces of the main frame and have their ends bolted thereto, as more clearly shown in Fig. 3.

9 denotes an axle, and lO denotes the traction-wheels. The axle is preferably of crank formation, the crank portion of which projects rearward in a horizontal plane and lies under the rear cross-piece '1l of the main frame and the rear ends of the bars 6, as shown in dotted lines in Fig. 1, and may besecured in that position in any suitable manner.

12 denotes the engine or motor for driving the machine. This is conventionally illustrated asan engine-cylinder provided with a piston 13; but it should be understood that I do not restrict myself to the use of such a form of engine or motor; but I would have it -distinctly understood that any form capable of use and of driving, the machine may be employed-as, for instance, a steam-motor, a compressed-air motor, a gasolene-motor, or an electric motor maybe used,if desired. The motoris mounted upon a bed 14, which has a longitudinal sliding movement between the guides 15 on the bars 6 and is provided with bearings 16, which support a crank driveshaft 17, which may be provided with one or more ily-wheels 18, two in the present instance being shown. This shaft is provided at one end with two fixed variable gears 19 and 20, preferably of the friction type and preferably made of paper.

2l denotes the driven shaft, journaled in adjustable roller-bearings 22, secured to the side pieces of the main frame and having at its ends pinions 24 and 24', which mesh with the gear-wheels 25, connected to rotate with the traction-wheels 10.

IOO

26 and 27 denote differential gears, preferably of the friction type, mounted in a novel manner upon the driven shaft 21 to communicate movement of said wheels to said shaft and at the saine time permit in the turning of the traction-engine of a loss of movement or play, whereby in making al turn with the machine the outer traction-wheel is permitted to travel faster than the inner or pivotal traction wheel, which will be fully described later on. The gears 26 and 27 are adapted to engage, respectively, the gears 1S) and 20. The gear 26 is of less diameter than the gear 27, as is also the gear 2O of less diameter than the gear 19. 1 In order to obtain compactnessof parts, I have shown the gear 26, mounted upon the shaft 2l, to be adjusted lengthwise thereof to a position within the rim of the gear 27, which position it assumes when not in use. The gear 26 has a hub 28, which is provided with a groove 30, with which is engaged the forked end 3l of a shifting-lever 32, pivoted to a stud 33, projecting from one of the bars 6 of the. engine or motor frame, which construction permits of the shifting of the gear 26 upon the drive-shaft.

34 denotes a rock-shaft journaled in bearings 35, secu red to the rear ends of the bars 6, and providedv at its ends with eccentrics 37,

with which engage eccentric-straps 38 at the ends of links 39, which are pivotally connected by bolts or pins 40 to the motor bedplate. By rocking the shaft 34 the bed-plate is moved upon the bars 6 in the desired direction.

41 denotes a second rock-shaft mounted in bearings in the frame of the machine and provided at one end with a crank 42 and at its other end with eccentrics 44, which are engaged by eccentric-straps 45, from which project parallel arms 46, that support axle 47 of the reversing or idle gear 48, preferably of the friction type, and so shown, and preferably made of paper and designed to frictionally engage the wheels 2O and 27 and communicate power from the former to the latter, and thus change the direction of movement of the traction-engine.

49 is a link that connects the crank 42 of the shaft 44 to a crank-arm 50, fixed to the rock-shaft 34, and 5l denotes a shifting-lever also fixed to the rock-shaft and preferably formed integral with the crank-arm 50 and is designed for simultaneously rocking the shafts 34 and 4l.

In operation, assuming that it be desired to drive the machine forwardly, the lever 51 is moved to the position shown in Fig.2, which draws the motor or engine rearwardly and brings the gear 20 into engagement with the gear 27,'tlius transmitting movement from the drive-shaft 17 to the driven shaft 21 and from the shaft 2l to the traction-wheels 10 through the intermediate gears 24, 24', and 25. The gears 20 and 27 when in operative engagement impart to the traction-engine a .slow movement, and therefore these gears may properly be termed slow gears, while the gears 19 and 26 when in operative engagement impart a relatively fast movement tothe traction-engine, and therefore may properly be termed the fast gears. When it is desired to disengage the slow gears and engage the fast gears for the purpose of increasing the speed of the traction-engine, the lever 51 is moved from the position shown in Fig. 2 forwardly,which movement causes the motor 12 and its bed-plate to be moved in like direction, and this movement of the engine and its bed-plate will disengage the wheel 2O from the wheel 27 and move the gear 19 a distance sufficiently forward to permit of the gear 2 by means of its shifting-lever 32 being slid laterally upon its shaft 21 to a position in alinement with the gear 19. The lever 51 is now moved slightly rearwardly to move the gear 19 rearwardly and bring it into operative engagement with the gear 26, thus transmitting the movement to the driven shaft and from the latter to the traction-wheels. A reverse operation of the levers 51 and 52 will restore the parts to the position shown in Fig. 1. Should it be desired to reverse the direction of movement of the traction- 'engine when the gearing is in the position shown in Fig. 1, the lever 51 is grasped and rocked forwardly to move the motor and its bed-plate a greater distance forwardly than was necessary to do in changing the speed of the traction-engine vby engaging the fast gears thereof with each other. This forward movement of the lever notl only moves the engine,bedplate,and gear supported by the bedplate, but also through the instrumentality of the link 49, the shaft 41, eccentrics 44, and arms 46 swings rearwardly7 and upwardly the reversing or idle gear 43 into frictional engagement with the gear 27 and the gear 20, thus reversing the direction of movement transmitted from the shaft 19 to the shaft 27 and causing the machine to travel in a rearward direction. To restore the parts to the position shown in Fig. 2 of the drawings, the lever 5l is grasped and moved rearwardly.

This completes the description, briefly stated, of the construction and operation ot' the gearing for driving the traction-engine, changing its rate of speed, ,and reversing its movement. I will now proceed to describe the construction and operation of the compensating gearing by means of which the difference in speed between the outer and inner traction-wheels when the machine is making a turn is compensated for and the strain upon the gearing which would necessarily follow were no provision made for this compensation is obviated. l

The gear 27 has plates cast integral with its spokes 53, each of which is formed with a curved aperture or slot 54 and has journalbearings 55'and 56, the latter being covered by a cap-plate 57, bolted in place. Beveled pinions 59 are placed in the curved apertures and have their axes engaged with thebear- IOS IIO

ings and 56 and are held in place by the cap-plates 57.

and 6.1 denote beveled gears, each of which is provided with an extended hub, the

19, and is connected to the gear 27 to rotate l therewith. This connection may be effected in any suitable manner, but preferably by yokes 63, which span the spokes of the gear 26 and Vhave their ends secured to the plates 53 by nuts 64. The pinion 24 is fixed to the hub of the beveled gear 60 to-turn therewith, while the pinion 24 is fixed to the shaft 21.

The operation is as follows: Referring to Figs. 3 and 5, assuming the traction-engine to be traveling forwardly, the beveled pinions 59 are locked to rotate with the beveled gears 60 and 61; but the instant the machine is steered to turn to the right or to the left said beveled pinions have an independent movement of the gears 60 and 61 and compensate for the difference between the speed of the inner or pivotal traction-wheel and the outer or swinging traction-wheel in a manner similar to this class of compensating devices, hence requiring no further description, the main feature in the present case being to connect or disconnect the gear 26 and 27, so that the compensating gearing may be effective when the engine is driven at a fast speed and at a slow speed.

From the foregoing description, taken in connection with the accompanying drawings,

'the construction, mode of operation, and advantages of the invention ,will be readily understood without requiring an extended explanation.

Various changes in the form, proportion, and details of construction may be made within the scope of the invention without departing from the spirit or sacrificing any of the advantages thereof.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In a traction-engine, the combination i with a wheel-supported frame, ofadrive-shaft having a movement at an angle to its axis, Va-

'riable gears fixed to said shaft, a driven shaft,

variable gears supported thereby, and one movable laterally thereon, means for transmitting the movement from the driven shaft to the driving supporting-wheels ofy the traction-engine, means for moving the drive-shaft in a direct-ion at right angles to its axis, and means for moving the laterally-movable variable gear, substantially as set forth.

2. In a traction-engine, the combination with a drive-shaft and a driven shaft, of coacting gears carried by said shafts, an idle wheel, and means for simultaneously moving the idle wheel and adjusting one shaft relative to the other shaft for separating the gear of the drive-shaft from the gear of the driven shaft land-connecting them indirectly by engagement with the idle wheel, and thus changing the direction of movement of the driven shaft without changing that of the drive-shaft, substantially as specified.

3. In a traction-engine, the combination with the wheel-supported frame, of 'a driveshaft and a driven shaft, means for transmitting the power from the driven shaft to the supporting drive-wheels of the traction-engine, two sets of variable gears, one set fixed to one of said shaftsdifferential gearing for connecting the other set to the other shaft, means for moving one set of dierential gear toward and away from the other set, and means for moving a gear of one set away from its companion gear, substantially as set forth.

4L. In a traction -engine, the combination with the wheel-supported frame, of a driveshaft and a driven shaft, means for transmitting the power from the driven shaft tothe supporting drive-wheels of the traction-engine, two sets of variable gears, one set fixed to one of said shafts, differential gearing for connecting the other set to the other shaft, means for moving one set of differential gear toward and away from the other set, means for moving a gear of one set away from its companion gear, and means for reversing the direction of movement of thev driven shaft without changing the direction of movement of the drive-shaft, substantially as set forth.

5. In a traction -engine, the combination with a drive-shaft and a driven shaft, of two sets of variable gears, one set fixed to one of said shaf ts, differential gearing for connecting the other set to the other shaft, and means for moving one set of differential gear toward and from the other set, substantially as described.

6. In a traction -engine, the combination with a drive-shaft and a driven shaft, of two sets of variable gears, one set fixed to oneof said shafts, differential gearing for connect- IlO ing the other set to the other shaft, means for moving one set of differentialgear toward and from the other set, and means for reversing the direction of movement of the driven shaft without changing the direction of movement of the drive-shaft, substantially as specified.

7. In a traction-engine, the combination with a Wheel-supported frame, of a drive-shaft and a driven shaft, the former mounted to move longitudinally the length of the frame of the traction-engine, coacting gears carried by said shafts, means for transmitting the power from the driven shaft to the supporting drive-wheels of the traction-engine`,`an idle wheel, and means for simultaneously moving the drive-shaft and the idle wheel for separating the gear of the drive-shaft from the gear of the driven shaft and connecting them indirectly by engagement with the idle wheel and thus changing the direction of movement of the driven shaft without changing that of Ithe drive-shaft, substantially as set forth.

8. In a traction-engine, thecoinbination with a drive-shaft and a driven shaft, of two sets of variable gears, one set fixed to one of said shafts, differential gearing for connecting the other set to the other shaft, means for moving one set of differential gear toward and fro'm the other set, means for moving a gear of one set away from its companion gear, and means for reversing the direction of movement of the driven shaft without changing the direction of movement of the drive-shaft, substantially as described.w

9. In a traction-engine, the combination with a drive-shaft and a shaft to be driven, of variable gears mounted upon the drive-shaft, variable gears mounted upon the shaft to be driven, means for moving one set of gears toward and away from the other set, means for shifting laterally one of the gears of one set toward and away from its companion, and means for connecting these latter two gears to cause one to rotate in unison with the other to permit of the lateral shifting of one with respect to the other, substantially as set forth.

10. In a traction-engine, the combination with a drive-shaft and a shaft to be driven, of variable gears mounted upon the driveshaft, variable gears mounted upon the shaft to be driven, means for moving one set of gear toward and away from the other set of gears, means for shifting laterally one of the gear of one set toward and away from its companion, and dierential gearing connecting the driven shaft with the drive-wheels of the traction-engine, substantially as set forth.

11. In a traction-engine, the combination with the main frame, steering-wheels and traction-wheels, of a motor and drive-shaft run by the motor, said shaft being longitudinally movable upon said frame, a gear fixed to said drive-shaft, a driven shaft, a gear carried by said driven shaft, mechanism for transmitting the movement from the driven gear to the traction-wheels of the tractionengine, an idle wheel, an operating-lever, and connections between the operating-lever, the drive-shaft and idle wheel for simultaneously shifting the idle wheel into and out of engagement with said gears, substantially as set forth.

' 12. In a traction-engine, thecombination with the main frame, steering-wheels and traction-wheels, of a motor and drive-shaft run by the motor, said shaft being longitudinally movable upon said frame, a gear fixed lo said driveshaft, a driven shaft, a gear carried by said driven shaft, mechanism for transmitting the movement from the driven gear to the traction-Wheels of the tractionengine, an idle wheel, an operating-lever, and connections between the operating lever, drive-shaft and idle wheel for simultaneously shifting the idle wheel into and out of engagement with said gears, said connections comprising rock-shafts, links, eccentric's and arms arranged as set forth.

13. In a traction-engine, the combination with a wheel-supported frame, of a longitudinally-adjustable motor and drive-shaft, a relatively stationary driven shaft, variable gears mounted upon the drive-shaft, variable gears mounted upon driven shaft, differential gearing connecting the driven shaft with the drive-wheels of the engine, means for indirectly connecting the variable gears upon the drive and driven shafts, and means for adjusting the motor and parts to connect, disconnect and reverse the gearing, substantially as specified.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

SAMUEL S. MORTON.

Witnesses:

ROBERT L. MoRToN, ROY ANDERSON. 

